Apparatus for jointlessly welding rails



June 3, 1930. c. STEDEFELD APPARATUS FOR JOINTLESSLY WELDING RAILS FiledFeb. 8, 1928 9 Sheets-Sheet June 3, 1930. c. STEDEFELD APPARATUS FORJOINTLESSLY WELDING RAILS Filed Feb. 8, 1928 9 Sheets-Sheet 2 June 3,1930. c. STEDEFELD APPARATUS FOR JOINTLESSLY WELDING RAILS Filed Feb. 8,1928 9 Sheets-Sheet 3 9 7 86 5 39 I [0/ 9/ 4- I5 707 8a June 3, 1930. c,STEDEF'ZELD 1,762,085

APPARATUS FOR JOINTLESSLY WELDING RAILS Filed Feb; 8, @1928 9Sheets-Sheet 4 I a I I 125 75 7 128 126 129 50 130 22 20 /27 T J L June3, 1930. c. STEDEFELD 1,762,085

APPARATUS FOR JOINTLESSLY WELDING RAILS Filed Feb. 8, 1928 9Sheets-Sheet 5 June '3, 1930. c. STEDEFELD 1,762,085

' APPARATUS FOR JOINTLESSLY WELDING RAILS Filed Feb. 8, 1928 9Sheets-Sheet 6 June 3 W36 c. STEDEFELD 1,762,085

APPARATUS FOR JOINTLESSLY WELDING RAILS Filed Feb. 8, 1928 9Sheets-$116M: 7

fig. as

June 3, 1930 c, s E E 1,762,085 I APPARATUS FOR JOINTLESSLY WELDINGRAILS Filed Feb. 8. 1928 9 Sheets-Sheet 8 f 285 27a 21m 280 279 June1930- Q Q STEDEFELD I 1,762 085 APPARATUS FOR JOINTLESSLY WELDING RAILSFiled Feb. 8, 1928 9 Shet-Sheet 9 is zs 291 2 86 i;-

l 509 El. 300 29a 29a .304 2a; 296 29a 297' zsaaoo 29.9 '29? 306 504305' my. 43 fig. 44 F19 45 Patented June 3, 1930 I UNITED STATES PATENTOFFICE cum 's'rEDErE'Ln," onnErnELBERe, GERMANY APPARATUS FORJOINTLESSLY WELDING RAILS Application filed February 8, 192 8, SerialNo.$52,932, and in Germany December 27, 1926.

Not only in tramway tracks in cities, but appears entirely with theomission of the exalso in overland and long distance railway. pensiongaps. tracks the fish plate joints with gaps to com- Referring to thedrawings:

' pensate for theexpansion caused by changes Fig.1 is a side elevation;

a in temperature between the joining ends of Fig. 2 is a plan of oneform ofthe inven- 55.

the rails have been recently replaced by jointtion'; less welded joints.Generally the expansion Fig.3 is a detail showing a gap between gaps arestill provided at greater distances rails from one another, but it canbe expected, Fig. 4 is another detail showing an overlap 1Q consideringthe present state of the art, that of rails;

- i railway tracks having all joints welded, Fig.- 5 is a diagrammaticview similar to without any expansion gaps, may be c0n- Fig. 2; v Istructed with all reliability of service. In 'Fig. 6 is anotherdlagrammatieview; railway tracks, where expasion gaps sep- Flg. 7 1s aside elevation of hydraulic i5 arate. greater lengths of raj s from oneanmeans 01 Il'lOViIlg and/or bending the rails; 65

other, these greater lengths can be Welded Fig. 8 isa plan-view thereof;together in the work-shops, transported to Fl g. .9 is a cross-sectionon line IX-IX the line and there mounted. If these lengths f F g- 7; Vshould become very great, or iftheexpansion 10 i a Cross-section line 0fgaps shall be totally omitted, this method g- 7 cannot further beemployed and a great g- 11 is a Cross-section 011 line X number or allof the joints must be welded of ig- 7; out of the work-shop onthe line.This in.- g. 12 is a e elevation of means for volves a number of newproblems, the solubending the 25 tions of which are given by the presentin Fig. 13 is' a CIOS S-SGCtiOII thereof on line vention. XIIIXIII ofFig. 14;

As a first example the welding, of the last g- 14) is a p n of thisbending de e; joint between the rails of a track which has g- 5 sh ws inse tion one control means been erected from two" end points, will beflfl uits and cylinders where y a longi- 30 con idered, or th i inrenewal f a tudinal and bending movement is imparted defective place ina completely welded raild s unted'rai'l e i n; way track. I Fig. 16 is asectional viewof the slide valve In Well suited methods of welding railgat d y numeral in Fig 15;

joints, for instance in the alumino-thermal g is a Vie milar to Fig. 15,show (thermit) butt welding and the electric butt g a g y modified form;welding and particularly in the melting-oft 2 18 Shows g ca y an weldingmethod the rail ends must be moved g h whereby p g P assures m d againsteach other, respectively, alternately for b ng he a against and awayfrom one another. This is 84 19 1s a slde e a on, d

possible with comparatively simple means on g- 20 is a P View, Parts ofwhich are welded rails. having expansion gaps at not i Cross-Section ofone form of spring too great distances from one another. The Jointconnection s used in the g a problem is different, when the expansiongaps ralngementshown 111 glie far apart, or when no such gaps are prog-21 a Cross-890M011 011 11116 XXI- vidcd. In the first case a very greatlength XXI of gof the track must be dismounted, and fur- F g 22 is aside ele ation O O e system of thermore it is not easy to move thislength Connedting in s f Fig-'18; a d in the manner required forwelding, for in- Fig. 23 is'a plan thereof; stance with the melting-offmethod. In the Fig. 24 is a section on line XXIV-XXIV second case thepossibility of movement disor 23; r

Fig. 25 shows a-front view of one form of welding apparatus; and

Fig. 26 is a plan view thereof;

Fig. 27 is a section on line XXVII- Y XXVII of Fig. 25;

Fig. 28 is a section on line XXVIII- XXVIII of Fig. 25;

Fig. 29 is a section on line XXIXXXIX of Fig. 25;

Fig. 30 shows a detail of the length-measuring device, and j j f Fig. 31is a side elevation thereof;

Fig. 32 is a diagram of further conduit connections for use in railmovements, wherein combined bending and longitudinal movements may beobtained, or longitudinal movement only; a

Fig. 33 is a side elevation of a'work ca upon which the weldingapparatus is mount- 6 I Fig. 34 is a plan thereof;

Fig. 35 shows an end elevation of a portable car carrying the weldingapparatus for suspension railways;

Fig. 36 is a side view thereof;

Fig. 37 shows diagrammatically an arrangement, wherein the weldingframe" and parts carried thereby are above the rails to allow the jointto be visible;

Fig. 38 shows a side elevation. of a frame constructed as indicated inFig. 37; and

Fig. 39 is a plan thereof; Fig. 40 is a section on line XL-XL of Fig.38;

Fig. 41 is a section on line XLI-XLI of Fig. 42; Fig. 42 is a section onof Fig. 39; i

Fig. 43 shows a section of a rail for susline XLII-XLII pension railwayswith the clamping rollers between the supporting brackets Fig. 44 showstwo rails to be welded in which there is a difference in height betweenthe two fish plate chambers; and

Fig. 45 shows a detail in section somewhat similar to Fig. 40. I

The fundamental idea of the method according to this invention is shownin Fi s. 1 and 2. The'previouslyidescribed longitu inal movements arereplaced by bending the end of one rail crosswise against the end of theother rail at the joint, whilst the end of the other rail is held firmlyin the clamping device. By means of computation a certain length of therail is predetermined which is dismounted from the sleepers in. one

direction from the place of repairing. About in the middle of thedismounted stretch a force P is provided, which is adapted to bend therail (50). in the plane of the least moment of resi'stance at the rightangle to its length so far until the required gap (52) at the joint tobe welded is attained. It is necessary that therail (50) can be movedlengthwise easily and positively without tiltmg,

preferablyby guiding it by means of the indicated rollers (53), and thatthe opposite end (54) of the dismounted stretch is securely held. Forthe generation of the jumping pressure required in a welding connectionand for the purpose of" giving assistance to the force P, a force R isbrought into action lengthwise of the rail at a short distance from thejoint to be welded.

Another supposition for this method is,

" that there is no gap at the point of welding 55) Fig. 8, but thatthere is a suitable overlapping (56) Fig. 4 to compensate the shorteningof the rail at the welding point. In the case, that a break occursduring summer at a temperature above normal, this condition is fulfilledby the expansion, caused in the rail itself. 'According to thetemperature prevailing in winter a greater or lesser gap may arise atthe point of breakage, which must be closed up, before welding can bebegun. The

simplest'manner in which this may be done,

is to warm up a stretch of the rail on one or on both sides adjacent tothe part, which is to be repaired with a set of heating flames or withelectricity to such an extent, that the abutting parts of the joint willoverlap (56) instead of having a gap (55) between them. A computationshows, that the required force of movement and "the strain arising whenthe rail is bent, are within absolutely acceptable limits, so thatrepair welding on the tively simple means. Wit-h the rail profilescommonly used a length (57) of about 21-27 'line can be done quickly andwith comparameters must be dismounted and bent out to j cal or hydraulicdevices.

The jumpingpressure required, according to which method is adopted, liesbetween 100 and 300 kgs./cm. of the welding sectional area, and amountstherefore in a sectional area of 60 cm. to the maximum of 18000 kgs.

Assuming to have an hydraulic device of 50 atmospheres liquid pressure,the result will be with the transmission in proportion of 1: 1 acylinder diameter of about only 210 mm.

Theinoving devices may be actuated inechanicallyf' electromechanicallyor hydraulically. A condition for satisfactory operation is, that themovement of the end of the rail, i. e. the motive forces P and R can becontrolled. from a place in'the immediate neighbourhood ofthe jointwhichis to be welded, so that these forces, according-.10 thearrangement desired, will act singly or jointly and that they are timedcompulsorily in relation to one another in such a manner, that thebending line of the dismounted part of the rallis always in all itsconditions of movement a simple one without intermediate bends (Fig. 6),which would increase the strain on' ment (longitudinal force R andbending force P) are generatodbyhydraulic pressure.

The entire device including the pressure cylinder for the generation ofthe longitudinal force as wellas the moving parts helonging thereto aremounted on an iron frame (61). The rail end (62) "which is held firmlylocated is clamped to the iron frame (61) by means of handwheels (63),worm gearing- ;(64, 65), threaded spindles (66) and clampmg jaws (67).These clamping jaws (67) are inserted lengthwise, after the frame hasbeen placed over the rail and sin'iultaneously they actas verticalguides for the rail. (Fig. 11). The guiding plates (69) are providedwith hardened surfaces for the guiding rollers (70) Fig. 9, and alsowith lugs (71). 'The rollers (72) press against these lugsand transmitthe movement of thepressurc pis ton (73) to the rail (68) by means ofthe lever (74) and the connecting link (75) The rollers (70), which areguided in a cage, are inserted after the frame has been placed over therail. They are provided for the horizontal and vertical guidance of therail (68). So as to provide for adjustment one of the hardened runningsurface plates (76) is provided with a wedge shaped surface, andarranged longitudinally adjustable in the frame (61). For electricalwelding copper jaws may be provided for current conduction at the pointsindicated by (77) and (78). By means of an insulating layer. preferablybetween the clan'iping jaws (67) and the rail (62) the rail ends can beinsulated electrically from one another.

The device for bending the rail is very simple. Referring to Figs. 12,13 and 14,

the hydraulic cylinder (79) is placed onto and bolted against twosleepers of the dismounted rail stretch. The movements of the piston(80) are transmitted to the rail by means of the connecting link (81)and the forked member (82). It is advisable to provide one or moresupports below the rail, because it is moved beyond the sleeper ends atthe point of its biggest deflection. The

comparatively small amount of counter force against the piston istransmitted to'th'e opposite rail line by the sleepers and there iscompensated.

The steering apparatus and the course of the liquid for this arrangementis shown diagrammatically in two fundamental modifications in the Figs.15 17. In both cases the liquid flow of both cylinders is regulated byone steering valve, which is actuated manually and arranged in such amanner,

that every position of the moved rail is determined to a certainposition of the hand le'v'erQ The moving operations of the firstmodification according to Fig. 15 are as follows: The pressure liquidcoming from the conduit pipe passes through the* chamber (86) which isformed by the slide valve chest (84) and the steering shell (85) andfrom there into the chamber (87).

)Vhen the hand lever (88) and" therewith the steering piston (89) ismoved in the direction indicated by the arrow, the pressure liquidenters the chamber (91) through the openings which has opened. From hereit flows through theconduit pipe (92) to the cylinder (93) and furtherto the conduit pipe (94) and the cylinder (95). The conduit pipe (96) isclosed in this direction by means of the check non-return valve (97) Thepistons (98) 'and (99) now move in the direc tion indicated by thepivoted arrow, until the return lever (101), which is moved by thepiston rod has conveyed the steering shell (85) after the steeringpiston (89) so far, that the flowing openings (90) are closed.

During movements, which follow rapidly one after another, the tandemarrangement of the cylinders will counteract in itself any,

intermediate bendings of the rail, as the crosswise cylinder will befavoured 'with pressure liquid, when the rail is bent, and thelengthwise cylinder when the rail is straightened.

In order to prevent any'possible intermediate bending, particularlyatthe start of the rail movement, throttled slide valves (102-) areprovided in conduits (94) and (108). One of such valves is shown insection in Fig. 16. Liquid from pipe (94) passes into cylinder (103) tothereby act upon the connected pistons and (105). A pipe of smallerdiameter than pipe (94) also allows the fluid under pressure to flowinto cylinder (104) to thereby act upon the opposite face of piston(105). Pressure is thus gradually built up in cvlinder (104) to raisepistons,(105) and (105).against the tension of the adjustable spring(106), thus exposing openings in cylinder (103) whereby the liquid maypass through to the other connection of pipe (94).

In order to return the rail to its normal position, the hand lever 88 ismoved to the right. Liquid under pressurethen may pass into conduit 107,since plunger 89 exposes the proper openings in chamber 84 This liquidenters cylinder above piston 99 to force the same downwardly to thu sbend the rail back to normal. Liquid also 'passes through conduit 108 tocylinder 93 to theright of piston 98. a Pressure is relieved from theopposite sides of pistons 99 and 98 by the one-way valves 97.

' Forclearness the rail is indicated by dotted lines (110)." f IAccording to Fig. 17 in the modified second example the steering sliderand the arrangement of the levers is the same as in the example abovedescribed. The arrangement is simplified inasmuch as the cylinders aresingle acting. The piston 111) actuates the nearly finished, the valvesare to be preferably discharged over a spring (114) by the pistons moreand more, and finally raised up. The influx of the liquid to thecylinders is not disturbed by this arrangement.

By means of particular cylinders (115),

. which are arranged, for instance around the steering slider, and whichare connected with the insides (118) and (119) of the cylinders by meansof the.pipes (116) and (117) and which therefore are held under the samepressure conditions an effective feeling of the ]u1nping pressure istransmitted to the operator at the hand lever (88), and (120).

In the second example diagrammatically illustrated in Fig. 18 thelongitudinal movement of the rail again is actuated by means ofapressure liquid. Consequently the de-- vice for clamping and guiding theends of the rails in connection with hydrauliocylinder and movingmechanism is also the same, as has been previously described.

The steering slider may also bethe same as in Figs. 15 and 17 with thelimitation of the conduit to only one double .acting cylinder (93). v lw The bending of the rail in. this example is done mechanically byspring motive power which is not immediately controlled. The arrangmentprovides two springs (121,122) whose motive power acts on the rail bymeans of the link-arms (123, 124). The system of number of otherproblems, particularly for joints is designed in such a manner, that thebending force grows steadily with the increase of the deflection. Inorder to avoid lever (147 and the pi absolutely intermediate bendings,which for instance may arise, when one spring is seized or a jamminginthe guides occurs or something similar happens, the. rail is compulsori-1y moved at numerous points in such a manner, that the most favourablebending line is obtained in all positions. In the present case, thereare, besides the system of links in the 1 middle of the dismounted railstretch, also two more systems of links each distanced 1/4 from theplace where therail is clamped.

' The link arms (125) and (126) are'half as long as the link arms (123.)and (124). The

link points (127) are firmly located whereas .the link points (128) areconnected with the link points (130) by means of the rods (129). Therebyit is attained, that at the points (131) the rail shows always half ofits maxi- 11111111 bending in the middle (132) of the section, theelastic line being therefore always the most favourable with regard tothe stress.

For example it-is possible to construct the spring and jOin'tarrangement as indicated in the Figs. 19-24. The springs (133) whichcorrespond tosprings (121) and (122) of Fig. 18 are encased in acylinder (134) and supported at one end by the cylinder cover v (135)and at'the. other end. by the piston (136). To this piston the'arms(139) and the lever (138) are linked by means'of bolts '(Fig. 21) at the"point (137). The cylinder (134) is provided with suitable cut-outs forthe movements of the link arms. For dura- 'bility the cylinder isdisposed in a wrought iron case (140), which can be fastenedto thesleepers by means of plates (141) in asimilar way as the hydrauliccylinder described in 'Fig. 14. The connection with the rail is at'tained by means of the connecting member (142) corresponding to point(132) of Fig. 18. The iconnection of the other systems of links atpoints (131), Fig. 18, withtherod (143) is effected by means of'theintermediate pipe (144). This system of links is illustrated in Figs.22, 23 and 24. The .mainbody is an U-shaped. .wrought iron member (145)on which the {ointed lever (146), is pivotally mounted, w y is arrangedwith a movable oint so, that it can be pushed len hwise by means of thesliding members The forked lever which corresponds to link (129) of Fig.18 connects the jointed e (144). At the point (151) the link arms 146)and (147) again with the rail by means of the connecting mem- 148) inthe slot 149 iilst the other jointed lever (147 her (153)which-corresponds to point (131).

The wrought iron member. (145) instance be rivetedto a T-bean'i' (154)and boltedto the sleeper in awell known manner.

The present invention gives solutions for a electric butt weldingand'm'elting-ofl? welding methods. At present the welding devices mayfor constructed for work-shops are very heavy used on the line. showsnew arrangements of devices,whi ch are best suited for the use on theline. Y

The real welding process itself, will always be done quickly, whenpositive welding is done. a 7

Much more time is required for the preparation of welding, i. e. thestraightening of the rail ends, theapplying and fastening of the weldingdevices and so on.

f The welding arrangements must possess the following characteristicfeatures: They must warrant like the known stationary welding machinessecure and faultless welding and must allow a very simple manipulation,they. must be so designed, that they can be trans:

ported easily from one place to another and must bebrought in short timeto a good working order not only for mounting new tracks, but also forrepairing old ones.

A welding arrangement designed according to these requirements is'shownin Figs. 25-31.

The device consists substantially of the frame (155 arrangedsymmetrically to the ,rail, suporting the guiding and movingapparat-us'and the transformer (156).

In the machine described in the first part of this specification ahydraulic cylinder is provided for moving the rail lengthwise and forjumping the railends to be welded together. In connection with theelectric melting-01f welding method, which is likely to be used bypreference the procedure is. as follows:

After the current has been switched for the rail ends to be welded theyare brought into contact so that the points of contact get heated. Whenone of' the ends is the rails, which shall be welded, the contactingsurfaces which are very small in the first moment of, the procedure aremelted-off, so that larger surfaces come into contact.

Finally the whole sectionalarea has attained the same welding heat. Inthis moment the rail ends thus prepared are jumped together with but oneblow.

The moving of one of the rails requires comparatively little power, butnecessitates a quicksuccession of movements. The jumping requires onlyin one'dlrection a bl0wl1ke acting strong force. If in an hydraulicarrangement only one cylinder is used and which thenmust be sufficientlylarge because of the strong power necessary for the jump-" ing, thequantities of water for carrying out the movementsof the movable railend are so large, that an accurate adjustment is very diiiicult.Therefore two pressure cylinders (157) and (158) are provided. Thepiston (159) of the smaller cylinder (157) is double acting and.connected to a, lever by a link shackle (160), this-lever transmittingthe movements of the'piston to the rail (164) by rollers (162) andplates (163-). The piston (165-) of the larger cylinder (158) is aone-sided pressure-piston. The piston rod (166) provided with a bearingdisk (167) touchesthe correspondingly designed portion (168) of thelever (161).

The large piston remains at first in its neutral position, as indicatedin the figure.

Only after the rail faces which shall be welded together have becomewelding hot, the large cylinder is supplied with hydraulic pressure,whereby the blow-like jumping together is effected. The diagram showingthe conduct of liquid and the steering mechanism is describedhereinafter by an example.

Guiding the movable rail end is effected by rollers (169), which engagevthe web in the manner shown in Fig. 28 and guide the rail horizontally,as well as vertically. The rollers are located on eccentric bolts (170)and are pressed against the rails by hand levers (171). These levers areretained in their position by locking levers (172) which engage finelyserrated steel segments (173)..

The eccentricity of the bolts (170) is such that the rollers turned backcan pass freely aside of the rail head. Owing to the separate adjustmentof the rollers a secure contact of all these with the rail is warranted.

Clamping fast the stationary rail end is effected by means of thehandwheels (174) with thread wheels (175), spindles (176) tion surfacesis attained according to this invention by causing the currentconducting cheeks to engage the rails in the fish-plate chambers. Thereatthe top and the bottom exist two oblique and narrow limited faceswhich effect very high contact pressure with only small acting power. Bythis reason there are in the present invention the current contactcheeks arranged completely separate from the clamping jaws of theholding and moving appliances and contrarily; to the qualifiedcdmpromise solutions shown till now, every sort ofcheeks can be attachedat that place of the rail, which is most suited for that purpose. Infact, if necessary the clamping fastenings can be located close to theweldingpoint and also the moving appliances can be located at saidplace,whereas the supply of the current takes place more far away from thesame. Thus, in Fig. 26

'the current is supplied at the places (178) and (179) and the weldingeffected at the place (180) or the current is-supplied at the places(178) and (181) andthe welding is effected at the place (182).

Two constructional forms are shown by example in Fig. 30 and Fig. 31, ofwhich the first shows the respective device in frontal view-and theother in side View. The real (183) and (184) are hinged to one anotherat (187.) by the bows (185) and 186) which are either cast into thecheeks or secured by screws to them, and are pressed against andWithdrawn from the oblique faces (189) and (190) of the rail (191) bymeans of the spindle (188) having a 'righthanded thread and aleft-handed one. The saidcheeks are located at the movable end of therail them by (192) copper cheeks means of sets of pliable copper bowsFig. 25, which are particularly soft in v the direction of rail motion.The cheeks, lo-

cated at the stationary end of the rail can also be connected to thefundamental frame by means of sets of pliable copper bows.

When mounting new tracks the ends to be Welded will be heated until theappropriate vice .a welded endless line of rails.

welding temperature reached earlier than the has completely burned off.

temperature has been attained, whereafter the respective faces arejumped together. How much of the material is burned away during theheating is of no consequence, but matters are difierent' in the case ofreparation where rail pieces are to be inserted into If the biggesttensional stresses produced by the lowest air temperature shall onlyarise to'the same amount as the biggest compression stresses prodhced bythe highest temperature, the, inserted rail piece must have accuratelythe length of the removed piece, corrected with consideration to thetemperature at which the repair is efiected. The piece to be insertedreceives to the length actually required an additional length certainlysuflicient for the burning off and the j umping. This additional piecemust anyhow be urnt off, even if the should? have been additional lengthTh. Figsf30 and 31 show a measuring dey means of which the operator cansee at once how much there must be burned off and jumped. Graduatedscales already are known with resistance welding machines but they arelocatedbetween the mechanic clampmg apparatus of the movable welding endand the fundamental body of the device and therefore give a wrongindication reaching the amount of the deformation of the fundamentalframe and of /the rarely avoidable small slips of the two welding piecesof the clamping members. In order to avoid completely. these wrongindications, the measuring device is attached, according to this hivention, to the jointbolt (1193) of the bows (185) and (186), by whicthe current-supply cheeks (183) and .184) are pressed against the rail.Said, evice consistsof a and the current is supplied to graduated scale(194) a pointer (195), a connecting rod (196) and an abutment (197).Before welding begins, 1. e. before the electric current is switched forthe cheeks, the rail ends are moved towards one another until they toucheach other, and thereupon the adjustable sliding member isshovedforwardby as much as the rail is too long. If necessary, two suchsliding members can be provided, one for determining the melting-offlimit, the other for determining the jumping limit. By providing a largeratio in the lever transmission, very small limits can be obtained. i

In the first part of this specification the last and most diilicultwelding operation has been thoroughly described, viz, that weldingoperation, in which none of the two railends can be moved freely and themovability at the joint must be efl'ectedby the bending off of adismounted portion of the rail. The insertionof a piece of railgenerally will re- ,quire two welding operations, of which the first canbe effected without said bending-ofl'. It is, therefore necessary,thatthe device can be quickly used for both cases in question.

ith the second example described in the first part of thisspecification, in which a mechanical bendin -oif device is used, thislatter can be detached, if necessary, but if the device is designed forhydraulic operation with mutual dependency of the transverse powercylinder and of the longitudinal power cylinder it is necessary toprovide means for connecting the liquid pipes solely with the lattercylinder.

In Fig. 32 a diagram of the conduct of the liquid is shown by example,this arrangement being designed for the use oftwo longitudinafpowercylinders and one transverse cylinder. The controlling actions arepractically the same as in the case described in the first part of'thisspecification. The control slide valve is also in this ins nce operatedmanually and alsoprovided with a return appliance, so that to everyposition of the hand-lever corresponds quite a distinct position of themoved rail. The conduct of the liquid for the longitudinal and thetransverse power cylinder is the following. .Through the pipe (198)pressure liquid en ters the chambers (199) and (200). The supply pipe(201),for the pressure liquid is kept closed during the melting-oil"-operation by the stop valve (202). When the lever (203) andwith it thecontrol pistons (204, 205, 206) are moved in the direction indicated bythe arrow, the pressure liquid flows through slide-valve apertures (207)to the chamber (208) whence it passes through the pipe (209) to thepiston side (210) and further by the pipe (211) to the piston side:(212). In the pi e (211) a throttle slide-valve (213) is provi ed, (seeFig. 16), in order'to obviate any intermediate bending-off of the cock(224) is now that indicated by the arrow 10 l/Vhen the hand-lever (203)is moved contrarily to the direction indicated by the arrow the pressureliquid flows through the chamber (218) and the pipes (217 and (223) tothe piston side (222), and furtherthrough the pipes (226). and (215) andthe throttle slide valve (227) to the piston side (214). The return flowfrom the piston side (210) proceeds through the pipe 209, the chambers(208) and (228) and(229) and the outlet pipe (230) and from'the pistonside (212) through the pipes (211) and (231) the check non-return-va-lve(232 and further as above I described. vl/Vhen the melting-oil has been:7 jumping pressure is produced by the pistonfinished,the valve (202) isopened by the bell-crank lever (233) and the pressure rod (234). Thechambers (235) and (236) are thus filled with pressure liquid. l/Vhenthe lever (203) is moved in the direction indi cated by the arrow, thereis now, besidesthe piston sides (210) and (212) also. filledwithpressure liquid the cylinder (237,) through the slide valve slots (238)the chamber (239) and thc large pipe (240) and the required In order togive to the operator a certain manual estimation of the jumping pressurea separate piston (242) is provided, which has a larger pressingsurface, than the equalization piston (243). i The chamber (244) isconnected withthe pipe (246) by the chamber (245) and the pipe (.240)and is, therefore, subjected to thesam-e pressure as the cylinder (237).Thereturn flow from the cylinder, (237) takes place when the lever (203)is moved against the direction of the arrow through the chambers(239,219) and .aecording to this invention by suspending that frame fromthejib ofa track building car, as shown in Figs. 33 and 34 for anor'dtnary. track, and in Figs. 35 and 36 for an elevated suspension railway.

In Fig. 33 which shows a front view, and in Fig. 34 which shows a plan(250) denotes the welding machine frame supporting "a weldingtransformer, clamping means and moving appliances. for the railends.Said frame is suspended, by a joint (251), which is movable to all sidesand easily oscillable, from the end of the jib (252), which can bemoved'up and down in known manner on an.

axle (253), for instance by means of a supporting spindle (254), themotion extending perhaps from the point (252) to the oint (252'), thewelding machine frame 250 being then lifted freely above the track (255,

256, 257, 258). The jib (252) is supported in the manner of turnablerailway cranes upon a pivoted platform (259) and can be turned on anaxle (260) for the purpose of conveying the load from'the place (250) tothe place (250') or (250) or (250), as in Fig. 34. The entirearrangement just described is mounted upon the track car (261) and can,thus, be moved along the track as desired. The pivotedplatform (259)isprovided with a roof (262) and can carry besides the welding machinery(250), other devices and appliances, which canv be attached to the jib(252). Suclrappliances etc. may be, for instance, a grinding device forre moving the welding bar, a heating or glowing stove, for refining thegrain of the material of-the rail at the place of welding, and thelike.In order to make this working car perfectly independent of the equipmentprovided for the line it is suitable to provide it with acurrent-generating plant, for instance with a combined Diesel engine anddynamo (263), and to employ this plant as a counterweight for the jibupon the pivoted Fig. 34 shows that a thus designed separate" weldingcar can be used for' several tracks from one and the same place, andalways one of the tracks can be cleared for traffic.

In suspenslon'railways matters are less convenient. These suspensionrailwaysin future will be used for-very high speeds and must have, ofcourse, welded rails over the whole line. In the example shown in Fig.35 (frontview) .and 36 (side-view) (264) and (265) denote the monorailtracks of the suspension railway .for the two directions of traflic.These rails are fixed by means of brackets (266) and (267) to the .maingir'ders(268) and (269),,which are supported by the posts (270) and(271). The upper beams of the main girders (268) and (269) carry theauxiliary rails (272) and (273) upon which track building cars (274')can run perfectly independentof the suspension railway cars.

The hoisting device 275 for the welding frame (250) machine frame isdesigned in this/instance like a rotary pillar crane with travellingtrolley (276) running upon the jib (277). The shiftable welding frame(250) is suspended from two ropes or chains 8) and (279), and providedwith a platform (280) for thewelder or welders. T

"In order to clear the track (264) the whole together with the platform(280) can belifted off the rail (264) and 'be put down upon the platform(274) of the track buildingcar. Also other appliances, grindingapparatus, heating or glowing stoves etc. can be kept ready for use onthe longitudinal side or on thetransverse side of the .platform](274)and can be seized quickly by the crane and applied to the rail (264) or(265). In order to guide the load suspended from thecrane during themove-' ments mentioned securely also if the attendant is somewhatinattentive, or if the weather is stormy, then for preventing collisionwith line wires (281), or similanattachments and, in order to convey thewelding frame automatically and without oscillations to the railconcerned, guide members can be provided movable laterally outwards fromthe platform (274) to the rail (264) or (265). In

the example shown in Figs. 35 and 36 these guide members are designed inthe manner of an oblique hoist. The welding frame is provided on bothsides with running Wheels (282), running on uide jibs (283), which canbe turned upwar ly on an axle (284) into the position (283') and alfordthen a passage v on'the suspension rail (265).

welding procedure.

If it would be possible to arrange the frame of the welding machinecompletely above the rail, the welding place would be'rendered clearlyVisible and the operator would be enabled to use control rules andobserve the Besides the machine would fit still better into the clearprofile of ordinary railways and for suspension railways according ,toFigsp-35 and 36 it could be employed Without the necessity ofremovingthe rail brackets. 'A construction affording allthese advantages isillustrated in Fig.

37. The rail-ends (285) and (286) to be welded together are engaged atthe points (287) and (288) by levers (289) and (290).

' The spindles of these levers are located at the ends of the machineframe (29l), aboiut in the height of the point of gravity of the frameprofile. One of said levers (289) is engaged by the piston-rod (292),whereas the counter pressure of the hydraulic cylindcr (293) istransmitted to the other lever (290) by means of the pressure-rod (294).

When the piston effects the jumping in the direction of the arrow, thelevers (289) and (290) are subjected to bending strain, the fundamentalframe (291) is subjected only to tensile strain, and the rod-(294) 'aswell as thejrails (285, 286) are subjected also to the accurateness ofthe welding procedure,'-

so that the frame can be subjected to strain to the highest admissiblelimit and can be constructed with the smallest weight.

The configuration of the frame is shown in Fi s. 38-41. The means for morin and uid-' ing the rails to be welded are the same as alreadydescribed. There are only some differences in their arrangement withrespect to the main frame. The cylinder block (295) encloses thesmall-and the large cylinder for the melting-off and the jumpingmovement.

The transmission of the movement of the pis-' ton to the rail iseifccted'by means of the forked lever (296-) a-nd.the lugs"(2'97).These} members can be attached to the rails either; 1

by fish-plates andbolts orwhati's to beprej ferred in order to avoid,bor ijng'holes -in the rails bythemeinbe'rs shown in Figs' 40' and 45.The halves (298) :-and (299) ;which' hold.

the lugs (297) and are connected with each other in the manner ofhinge-bands are pressed by links screws into the fish plate chambers atboth sides of the rail web. They. transmit the longitudinally actingforces by friction. The unmoved railend is not stationarrangementpresents the advantages of a favourable distribution of the forces andof simple andfquickmounting' of the welding machine, which isparticularly useful in the case of a plurality-of weldings lyingpractically side by side, as in mounting new tracks.

'The guide rollers (304) in this case are arranged below the main frameand outside the same, whereby the rail remains freely accessible and canbe examined as to exact posi tion, etc;, and the welding can beconveniently observed In suspended railways,-wh'ere the rails arefastened to transverse brackets, as shown in Fig. 43, the distancebetween the rollers is so chosen, that said brackets are located betweenthe rollers,whereby the welding can be effected without removing thesaid brackets before welding.

?In the case of repair Woldings it occurs, .that a new. rail must bewelded together with a worn one. The rails must then be welded togetherin such a manner that the treads lie in one plane. Difierences of heightat the rail feet are equalized by placing a plate or plates underneaththe foot of the worn rail. The fish-plate chambers of the two rails arethen displaced with respect to each other, as shown in Fig. 44, and 1ncorrespondence therewith the rollers must be adjustable in height. Anexample is shown in Figs. 41 and 42. The eccentric bolt (305) whichcarries the guide roller'is fixed, as regards its height,

by the box (307 which is screwed into the main frame (306) Thebox isprovided with worm-teeth and can be "screwed up and down by means of thehand-wheel (309) and of the-worm gear (308 For" the purpose of adjustingsaid mem ers equally the worm manual actuation of said controller, and

means, connecting said rails and said controller, and comprising amember connected to said rail and act ve upon a contlnued movement ofsaid rail to actuate said controller to thereby limit the movement ofsaid rail by said motor. I

2. an an apparatus for jointlessly welding the rails of a railway track,a hydraulic motor for longitudinally moving a detached rail section,afsecond hydraulic motor for bending said section, means for supplyingfluid to said motors for operating the same, characterized by the factthat automatic means governs the flow of fluid such that bendingmovements ofthe rail occur prior to 4 the longitudinal movementsthereof.

3. In an apparatus for jointlessly welding the rails of a railway track,a hydraulic motor for longitudinally moving a detached rail section, asecond hydraulic motor for bending and straightening said detachedsection, means for supplyingfluidto operate said motors characterizedthereby that reducmotors such that for longitudinal movements of therailthemotor for such longitudinal movement receives fluid prior'to theHow of fluid to the bending motor, whereas for bending movement themotor 'for such bending movement receives fluid prior to the flow offluid to the longitudinal-movement motor;

. 4. In an apparatus for jointlessly welding the rails of a railwaytrack, a hydraulic motor for longitudinally moving a detached railsection, a second hydraulic motor for bending and straightening saidsection, means for supplying fluid under pressure to operate saidmotors, including reducing valves, characterized thereby that forbending said rail section the motor for bending receives fluid while themotor for longitudinal, movement does not receive any fluid, and forstraightening said rail section the motor for longitudinal movement ofthe rail section receives fluid while the motor for bending does notreceive fluid.

5. In an apparatus for jointlessly welding the rails of a railway track,a hydraulic motor for longitudinally moving a detached rail section, asecond hydraulic motor for bending and straightening said section, meansfor supplying fluid under pressure to operate said motors, includingreducing valves, characterized thereby that said motors includecylinders and-pistons, and said motors function as hydraulic brakesforreturn'movements of said rail section by a closing of the cylindersthereof by a throttle valve.

6. In an apparatus for jointlessly welding the rails of a railway track,a hydraulic motor for longitudinally moving a detached rail section, asecond hydraulic motor for bending and straightening said detachedsection, an a third smaller hydraulic motor for longitudinally movingthe rail section for rapid melting-oft movements.

7. In an apparatus for jointlessly welding the rails of a railway track,a hydraulic motor for bending andstraightening a detached rail section,two hydraulic motors for longitudinallymoving said detached section,"one of said motors being smaller than the other and functioning to giverapid melting-ofl'movements, characterized thereby that the larger'motor remains at rest during melting-ofi movements of the smaller motorand then de-- livers hammer-like blows for jumpinglongitudinalmovements.

8. The structure as in claim 7 wherein a single controller controls thetwo motors for longitudinal movement by a detachable connection. v

9. The structure as in claim 7, wherein a single controller controls thetwo motors for lor gitudmal movement, said controller hav'-' ing abackpressure thereon when actuating the larger motor to indicate to theoperator thereof the-extent of longitudinal m'ovementiing valves governthe flow of fluid to said 10. In an apparatus for: electrically weldingthe rails of a railway track, a motor for nections lie in'the fish platechambers of the rails.

12. In an apparatus for jointlessly welding the rails of a railwaytrack, a motor for longitudinally moving a detached rail section,

I ing the rails of a railway track, a motor for longitudinally moving adetached rail section, clamping means for securing said motor to saidrail section, a welding machine including an electrical transformer,clamping means for electrically connecting said transformer to the railsto be welded, and a rigid frame having mounted thereon the said motor,clamping means and transformer, said frame being arranged for mountingon said rails.

14. The structure as in claim 13, wherein the welding, machine hasprofiled rollers thereon'to guide the rails in both horizontal andvertical direction.

15. The structure as in claim 13, wherein the welding machine hasprofiled guide rollers thereon to guide the rail in horizontal andvertical directions, there being three pairs of rollers cooperating withthe rail end to be moved to guide the same in a straight line.

16. The structure as in claim 13, wherein the welding machine hasprofiled guide rollers thereon to guide the rail in horizontal andvertical direction, and hand-operated means are provided for clampingsaid rollers in place on the rails.

17. The structure as in claim '13, wherein the welding machine hasprofiled guide rollers thereon to guide the rail in horizontal andvertical direction, said rollers being manually adjusted in pairs lyingopposite one another.

18. The structure as in claim 13, wherein thewelding machine has guiderollers thereon for the rail, and means for clamping said frame to therails whereby said frame acts as a drawing or pressure member for thelongitudinal jumping forces.

19. The structure as in claim 13, wherein the welding machine has guiderollers thereon for the rail, the supporting frame for the weldingmachine lying above the rails, the guiding rollers projecting downwardlybelow said frame.

20. In an apparatus for jointlessly welding the rails of a railwaytrack, a motor for longitudinally moving a detached rail section forjumping pressures, means for clamping said motor to said detached railsection, and means for transmitting the forces of said motor to thecenter of said detached rail section including a forked lever clampedagainst both sides of said rail.

21. The structure as in claim 20, wherein said forked lever cooperateswith separate ln s, said lugs being secured to said rail like a shplate.

a 22. In an a ing the rails o Faratus for jointlessely welda railwaytrack, a construetion car, a welding machine mounted on jib, said jibbeing, secured to said car adjacent one end thereof, and an electricgenerating plant mounted near the other end of said car to act as acounter-weightto said jib.

23. The structure as in claim 22, wherein said construction car isadapted to run on auxiliary tracks, and has secured thereto guidingmembers movable sideways from the car to thereby guide the weldingmachine on the rails to be welded.

' :24. The structure as in claim 22, wherein saidcar is adapted to runon auxiliary tracks. guiding rails are cxtensibly secured to said car,and the welding machine has rollers adapted to be received on saidextensible rails. whereby said welding machine may be moved outwardlyfrom said car over the rails to be welded.

In testimony whereof I have aflixed my signature.

CURT STEDEFELD.

